Maybe this has been thought of, it has to of been.

But I was thinkings, Could'nt a unit that measures g-force be hooked up to a system such as tein's computer dampner to automatically control the setting according to the force of the turn?

Creative threads much this fine evening???

LOL, seriously, are there this many drunk people making posts, or am i dreaming?

I'm not drunk.
I just had an idea to throw out, I did'nt think it was so bad.

What seems to me like a more effective setup would be to have some sort of device that measures the force being applied to each wheel and compensate using those numbers.

Maybe this has been thought of, it has to of been.

But I was thinkings, Could'nt a unit that measures g-force be hooked up to a system such as tein's computer dampner to automatically control the setting according to the force of the turn?

Yeah they are called Bilsteins... ;)

What seems to me like a more effective setup would be to have some sort of device that measures the force being applied to each wheel and compensate using those numbers.

Praxis' air suspension system is suppose to have something similar that adjusts the air pressure inside their "air springs" to compensate for load on each corner, but I don't think it adjusts on the fly.

I think the only class that the Praxis system may remotely be legal in is supermodified...And it's a 40lbs weight penalty for the remote air reservoir.

Some f1 teams started doing exactly that back in the day before it got banned.

The Gforce idea is actually better the measuring the force at the wheel, because the idea is to be stiff when turning to reduce roll, but be soft as butter on the bumps.

Bose also built a prototype system that does this sort of thing more recently.

The bose system uses an electrogmanetic system in place of springs and shocks.

the old F1 cars used a soft spring which was just stiff enough to provide the minimum desired stiffness, and then used a powerful hydraulic pump to vary the stiffness of the shocks on the fly.

They even got to the point where they would have the car lean the OPPOSITE way when cornering sometimes!

So, yes this is a good idea, but it isn't simple to do it in a profound manner. Just getting some typical adjustable shocks and wiring up a G meter to an electric motor to change the shocks on the fly won't do anything all that useful. You need some crazy shocks and hydraulic pumps so you can do things like change the effective spring stiffness from 100lbs/inch to 5000lbs/inch in an instant, plus you need to be able to keep ride height constant as you do it.

Well good im not an idiot.

Well good im not an idiot.
'
always a good thing to be sure of

Porsche PASM already does this. I don't think Tein would be a good choice anyways. LOL :)

the realtime variable shock damping adjustment technology is there, i think. BOSE has been working on this for years promising to revolutionize damping technology. GM used this on some C5 vettes. they use a semi-conductive fluid in the shock that is normally at a low damping level. then they apply an electromagnetic field to make this fluid more viscous. you can vary the viscocity with the strength of the field, and therefore vary damping levels in fractions of a second. (this may not be 100% technically accurate, but i think its the right concept).

what i think would be good is a realtime camber/caster/toe adjustment system. i think the measurement (sensor) system wouldn't be difficult to establish. and to actuate the adjustments, you could have a push/pull actuator in line; on the tie rods for toe adjustment, and on top of the strut hats (camber plates) for camber/caster adjustment. for double wishbone cars, you could put the actuator in line on the lca or uca. the rear camber could be adjusted on the lcas or ucas too (depending on suspension type).

in other words, racing cars have heim joint manually adjustable control arms. so instead of that, have an actuator adjust them in real time based on sensor inputs.

Nissan has had variable rear toe adjustment technology since 1990. my 1991 twin turbo Z (along with some 240s and some Skylines) had HICAS which a lot of people balked at but i thought it was a good idea.

they used a steering rack between the rear wheels to vary rear toe on each wheel something like +/- 1degree. intially it was a hydralic rack, but then they just used an electric motor. depending on the situation it would create toe in or toe out as necessary. going a round a fast sweeper you really felt the system working, the rear would turn, not scrub like in an oversteer situation. i think this concept could be applied in more areas as well.

MB has varibale everything on one of thier prototype vehicles. Its pretty sick.